Explosive-engine.



.PATBNTED BBB. 1?, 1903.

Hi w. TUTTLE. EXPLOSIVE ENGINE. APPLIUATIEQN FILED KKY 2, 1902.

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UNITED STATES PATENT OFFICE.

HENRT W. TUTTLE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO JOHN M. SCOTT, OF PHILADELPHIA, PENNSYLVANIA.

EXPLOSlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 720,759, dated February 17, 1903. Application filed May 2, 1902. Serial in. 105,599. on model.)

engine of the two-cycle type, in which, how

, ever, the products of combustion in the working or explosion chamber may be expelled by the combined action of the piston and a charge of fresh compressed air, and in such connection it relates to the construction and arrangement of such an engine.

The principal object of my invention is to provide a gas-engine of comparatively simple construction and which shall be compact, efficient, and durable.

The nature and scope of my iuvention will be more fully understood from the following description, taken in connection with the accompanying drawingsflorming part hereof, in which Figure 1 is a vertical sectional view of an explosive-engine embodying main features of my invention. Fig. 2 is a similar view, the section being taken at right angles to the section in Fig. 1. Fig. 3 is an end elevational view of the upper portion of the engine and illustrating the preferred'means of regulating simultaneously the air-inlet to the compressing-chamber and the charge of gas to the induction-chamber. Fig. 4 is a detail section taken on the line 4t 4: of Fig. 2 and illustrating the construction of the air-inlet valve, and Fig. 5 is a detail View illustrating a portion of the periphery of the charge-valve developed on a flat surface.

Referring to the drawings, [t represents the air-compressing chamber. at the base of the engine, and 1) represents a piston of difierential type working in the cylinder d above the chamber a. The base I) of the piston b is larger in diameter than the cup-shaped head b of said piston, and the base 1) works in a chamber 6, into which the charge of gases is fed, as hereinafter described. The chamber 9 is the induction-chamber of the engine and communicates atcertain intervals of the travel of the piston 19 by means ofa port 9' and valve 6 with the explosion-chamber, which in the form of engine illustrated islocated in the head of the piston Z) and is, in fact, the cup-shaped head b of said piston. The base b of the piston b in its upward travel through the induction-chamber ecom presses the rich charge admitted into said chambere, and in its downward movement the base 1) compresses air in the compression-chamber a. The air is admitted into the chamber a during the upward stroke of the piston 19 through a valve-controlled inlet of. The air-chamber a communicates by a port a with the interior of the cylinder d at a point directly above the cupshaped head 6 of the piston b when said piston is in its lowest positionthat is to say, when the explosion-chamber b has reacted to its fullest extent the port a? is uncovered and fresh air is permitted to pour into the cup-shaped head or explosion-chamber 5 as clearly illustrated in Fig. 2, and the air fills this chamber 5 before the piston makes its upstroke. The valve 9 controlling the port e, leading from the induction-chamber e to the top of the cylinder 01, is opened automatically by the compressing action of the piston 12 in the chamber e. The top of the cylinder 01 is also provided with an exhaust-port 9, controlled by a valve 9, which is opened by the engine at certain intervals to permit the escape of the spent products in the explosionchamber 13 The construction of the explosion-chamber b in the head of the piston 1) forms one of the features of the present invention. It consists of a retaining-cup 5 of metal, insulated from the wall and rim of the pistonhead by an insulating-jacket b, of asbestos or other suitable material, to prevent the escape of heat and the undue expansion of the piston.

The base of the retaining-cup b is screwed or air permitted to reach the air-inlet valve a The valve a as shown, opens upward to admit air to the duct 0. under suction when the base Z) of the piston b ascends in the chamber a. Below the valve a is arranged a thimble a surrounding a tubularcasing a, depending below the valve-seat. The thimble a is adapted to turn upon the casing a and is provided with a series of openings a radially arranged and adapted to register with a similar series of openings (1 in the casing, as clearly illustrated in Figs. 2 and 4:. To one side of and above thevalve e controlling the induction-port e, is arranged a tubular valve 6, through the center of which the vaporized oil or gas from the vaporizer is admitted. The periphery of this valve e has an opening e of irregular shape, (see Fig. 5,) and this opening registers more or less as the valve 6 is turned with the entrance to the valve-chamber e above the valve 2 Referring now to Fig. 3 of the drawings, the tubular valve e and the thimble a are connected together, so as to turn simultaneously by the following-preferred mechanism Upon the tube e is formed a head f, completely closing the exterior face of the valve. The headf has a projecting arm f, pivotally connectedby a link f with one end of a rockleverf pivoted intermediate of its ends in the frame of the machine. The other end of the rock-lever f is pivotally connected by a link f to one end of a toggle f the other end of which toggle f being pivotally connected to an arm f projecting from the thimble a as clearly illustrated in Fig. 4:. It now, as illustrated in Figs. 3 and 4, the entrances to both induction-valve e and air-inlet valve a are opened to their fullest extent, a movement manually of the rock-lever) one Way or the other will operate both the tubular valve 6 and the thimble a to partly or completely close the entrance to the valve-chamber e and the air-inlet to the valve a A slight movement of the rock-lever f will therefore instantly regulate not only the charge of vapor or gas entering the induction chamber 6 through the port a, but also the quantity of fresh air entering the compressing-chamber a and which after compression is fed to the explosion-chamber W.

The operation of the engine is as follows: During the upstroke of the piston b the charge of gas or vapor in the induction-chamber e is compressed in said chamber by the travel of the piston until the said piston nearly completes its stroke or until the port e of the piston 1) opens into the induction-port e of the cylinder d, when the pressure on the charge will be sufficient to open the inlet-valve e at the head of the cylinder 61 and permit the charge under pressure to enter the cup-shaped head 6 or explosion-chamber in the piston b. At this moment of time the piston has not yet completed its upstroke, but still has a further movement upward, resulting in a compression of the charge in the explosionchamber b as well as a further compression of whatever portion of the charge remaining in the induction-chamber c. When the upstroke ofthe piston b is completed, the pressure of the compressed charge in the explosion-chamber b closes the induction-valve c and at this moment the igniting device It is operated to explode the charge. The piston 79 nowtravels downward, and when it reaches its lowermost position the piston clears the air-inlet port a During its passage downward the base of the piston 12 compresses the air in thechamber a, and the piston also expands the induction-chamber e to its fullest extent. Then the port a is uncovered,fresh air under pressure pours into the on p-shaped head I) and scours out the products of combustion from the head b through the exhaustport 9 in the wall of the cylinder d, since said products are displaced by a layer of air under pressure. The expansion of the in duction-chamber 6 opens the valve 6 and allows a fresh charge of vapor and gas to enter the induction-chamber. The return upstroke of the piston 19 after closing the airinlet port a compresses the charge in the induction-chamber e, as before described. The explosion-chamber b is kept filled with fresh air during the upstroke of the piston b and serves to force upward the spent products resulting from the previous explosion. Before the completion of the upstroke of the piston 12 and before the charge in the induction-chamber 6 passes through the valve 6 the exhaust valve g is opened by the engine and permits the spent products to be forced out into the exhaust-port g by the combined upward movement of the piston 19 and the expansion of the charge of compressed fresh air. At the moment the spent products are exhausted and before the compressed fresh air has completely escaped the compressed charge of vapor or gas enters through the valve 6 and is diluted by the fresh air remaining in the head 12 or explosion-chamber. The operation then continues as heretofore described.

Having thus described the nature and ob- ICC ject of myinvention, what I claim as new,

to control the entrance of the charge to the induction-chamber, and a valve adapted to control the amount of air entering the aircompressing chamber and connected to one of the gas-induction valves for simultaneous operation.

2. In an explosive-engine, a piston adapted during its upstroke to compress the gas or equivalent hydrocarbon in an inductionchamber and during its downstroke to compress fresh air in an air-compressing chamher and to feed the same to the base of the" of the explosive mixture into said inductionport and induction-chamber, an air-inlet port arranged in said cylinder, a thimble-valve having openings and adapted to control the passage of air to the inlet-port, and means connecting said thimble-valve with said tubular valve controlling the inlet of the explosive mixture.

In testimony whereof I have hereunto set my signature in the presence of two subscribing witnesses.

HENRY W. TUTTLE.

Witnesses:

J; WALTER DOUGLASS, THOMAS M. SMITH. 

